• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    METHOD AND DEVICE FOR THE ELECTRONIC ADJUSTMENT OF THE DISTRIBUTION OF THE BRAKING FORCE, DEPENDENT ON THE DIFFERENTIAL SLIP. The invention relates to a method for electronically regulating the distribution of the braking force in dependence on a differential slip or on the differential speed between at least one front axle wheel (2) and at least one axle wheel (8) of a vehicle, in which, in the event of a transposition of a differential slip threshold value or a differential speed threshold value, through the differential slip or differential speed, the braking pressure in the rear axle. The invention foresees that the threshold value of the differential slip or the threshold value of the differential speed are determined depending on the braking demand.
    公开号:BR112014011225B1
    申请号:R112014011225-8
    申请日:2012-10-30
    公开日:2021-04-20
    发明作者:Wilfried Lauser；Adnan Mustapha；Christian Weber；Norbert Leibbrand；Gerhard Wieder
    申请人:Knorr-Bremse Systeme für Nutzfahrzeuge GmbH；
    IPC主号:
    专利说明:

    Description State of the Art
    [001] The present invention is based on a process for electronic regulation of the distribution of the braking force in dependence on a differential slip between the front and rear axle of a motor vehicle, in which, in a transposition of the value threshold of the differential slip, by the differential slip will be limited to the braking pressure of the rear axle, according to the preamble of claim 1, as well as covering a device for carrying out the process according to claim X.
    [002] In heavy utility vehicles, normally on the front axle is mounted a diesel engine that through a Cardã axle drives the rear axle. By this arrangement, the rear axle load is heavily dependent on the load of the utility vehicle. Therefore, the braking force induced by the driver on the brake pedal on the rear axle in conventional braking systems will be limited over a pneumatic valve with an axial load sensor (ALB, load-dependent automatic brake). With this, it is achieved that in the unladen vehicle, the full braking pressure, desired by the driver, will not be applied to the rear axle and thus the tendency to lock the rear axle will be reduced. In addition, more intense braking comfort will be made possible, as well as the durability of the rear brake axle will be extended.
    [003] In addition to the load-dependent automatic brake (ALB), current utility vehicles have a so-called anti-lock system (ABS). Each wheel has a revolution indicator (inductive sensor) and a pressure control valve that can modulate the pressure applied by the driver on the brake pedal. ABS starts to act on the tendency to block a wheel.
    [004] From the state of the art, for example, from document DE 10 2006 045 317 A1, a function called EBD (Electronic Brake Force Distribution = Electronic Brake Force Distribution) became known, which, with the help of of ABS pressure control valves, performs load-dependent automatic braking for the brake (ALB function) and thus saves the load valve. As, in contrast to the load-dependent automatic ALB brake, the ABS does not have a load sensor, the state of the load will be determined with the aid of the speed differential between the front and rear axle (VVA - VHA) when braking. The lower the rear axle load, the more slippage there will be on the rear axle with equal brake activation, ie the higher the speed difference. On the front axle, the difference between a loaded and an unladen vehicle is expressed by virtue of the engine's arrangement in an essentially smaller way. In this way, the speed difference (vVA - vHA) in braking can be used as a measure for the load. In other words, in a braking process, the EBV locks the rear wheel brakes eventually also a single rear wheel, dependent on the differential slip between the front and rear axle, by activating the ABS valves, eliminating continued pressure build-up.
    [005] If, however, the front axle brakes are defective, that is, the front axle brakes weaker than normal, or does not brake at all, the speed difference (vVA - vHA) may be too great. In this case, the EBV function would regulate the ABS valves on the rear axle to the “hold pressure” position limiting the braking pressure on the rear axle. In this case, however, the utility vehicle would not be braked. In addition, it results in a vehicle with a very reduced load, or not even loaded, the problem arises that regulation of the braking pressure is not very sensitive because in this case the differential slip between the front and rear axle becomes relatively large and a value of predetermined differential slip threshold would be quickly exceeded.
    [006] Contrary to the above, the objective of the present invention encompasses the task of developing a method of the species initially mentioned in such a way that a more sensitive regulation of the braking pressure appears with a simultaneously shorter braking path.
    [007] According to the invention, this task will be solved by the characteristics of claim 1. Description of the Invention
    [008] The method according to the invention provides that the threshold value of the differential slip, that is, the threshold value of the differential speed, is determined depending on the braking requirement recorded by the driver. Preferably, the differential slip threshold value, i.e. the differential speed threshold value will be increased with increasing braking demand. In other words, in the case of a relatively low brake demand by the driver, a relatively small differential slip threshold value will be set, and in the case of a relatively large braking demand, a relatively small slip threshold value will be set. relatively large differential.
    [009] The device according to the invention for the electronic regulation of the distribution of the braking force in dependence on a differential slip or differential speed at least between one front axle wheel and at least one rear axle wheel of a vehicle, encompasses : - a sensor to measure the rotations of the front axle wheel; - a sensor to measure the rotations of the rear axle wheel; - an electronic control apparatus for calculating the differential slip or a differential rotation between at least one front axle wheel and at least one rear axle wheel, wherein; - the electronic control device is shaped in such a way that in the event of a transposition of a differential slip threshold value or a differential slip threshold value by the differential slip or by the differential speed, the braking pressure on the rear axle will be limited and being that; - a brake value indicator is provided to generate a signal, depending on the brake requirement, and the electronic control device is also shaped in such a way that it determines the threshold value of the differential slip or the threshold value of the differential speed in the dependence on the sign of the brake value indicator representing the braking demand.
    [0010] As previously explained, in the case of a transposition of the differential slip threshold value, that is, the differential speed threshold value, by the precisely present differential slip, that is, by the differential speed currently present, it will be limited the brake pressure on the rear axle, ie it will be limited in relation to a higher value indicated, is predetermined, indicated in a manner corresponding to the braking demand by the driver.
    [0011] On the one hand, therefore, with the help of the ABS pressure control valves, an ALB function will continue to be carried out in the sense described above without requiring or using a charging valve. On the other hand, the driver's braking requirement will be additionally taken into account, so that in the case of partial braking (reduced braking demand) in the unloaded state, relatively small differential slip threshold values will be predetermined and therefore more sensitive adjustment and braking can be made. This is especially advantageous because most brakes are partial brakes with reduced braking demand.
    [0012] Information on the brake requirement by the driver is therefore necessary to recognize whether an increase in brake pressure on the rear axle will have to be carried out, for example, in the case of a front axle without brake pressure, although based on the speed differential (VVA - VHA), ie slip differential, an increase in braking pressure on the rear axle would actually be suppressed.
    [0013] The regulation logic, therefore, is so configured in such a way that in normal braking, with reduced or medium braking requirement and with a light or unladen vehicle, an actuation is verified before being applied to the rear axle the ABS regulation. Strong braking will be recognized by the registered driver's braking requirement. By a corresponding adjustment of the differential slip threshold, depending on the braking requirement of the registered driver, a more sensitive transition to ABS regulation will be ensured.
    [0014] The braking demand through the driver can be registered through different sensors, for example, by a pressure sensor in a pneumatic braking circuit, by an electrical signal from an electrical braking value indicator in a brake module digital stand or a corresponding signal from the vehicle CAN bus can also be evaluated.
    [0015] As advantages of the method according to the invention, a more sensitive gradability of the brake, that is, of the brake adjustment, in vehicles not loaded by the beginning of premature adjustment and the formation of pressure can be mentioned, therefore. are of maximum braking on full activation of the brake value indicator.
    [0016] As this additional function will be transformed into a software, using only one hardware, such as wheel rotation sensors and pressure control valves, already present in the context of the ABS function, and only one indicator is still needed of braking value, this function can be carried out at an advantageous cost. Especially, it becomes possible in a simple way to retrofit an existing brake set with EBD function, thus replacing the ALB function.
    [0017] In addition, the potential capacity of the brake installation will be better utilized when, for example, in a braking process, a failure of the brakes of the front axle is registered. In this case, the system increases the threshold value of the differential slip, that is, the threshold value of the differential speed, with a correspondingly high braking demand.
    [0018] Also, finally, it can be used to improve the regulation of the ABS the signal necessary to forcibly realize the function according to the invention and that represents the demand of braking on the part of the driver.
    [0019] More accurate data will result from the following description of an execution example. Design
    [0020] An example of implementation of the invention is shown below in the drawing, which is explained in more detail in the following description. In the description, the single figure presents a schematic switching plan of a pneumatic braking assembly of a utility vehicle according to a preferred embodiment of the invention. Description of Execution Example
    [0021] A brake assembly for motor vehicles, especially utility vehicles, pneumatic and designated, for example, with the number 1 in the figure, presents on a front axle of the vehicle 2 braking cylinders 4, 6 pneumatic, as well as on the axle Rear vehicle 8 features two 10, 12 pneumatic braking cylinders. The utility vehicle has, for example, a diesel motorcycle as a front engine which, through a Cardan shaft not shown here, drives the wheels of the rear axle 8. For the braking cylinders 4, 6, 10, 12 a set of valves is allocated. pressure control 14, which serves to modulate the braking pressure, and here it is especially an ABS pressure control valve to lower pressure, maintain pressure and increase pressure, here specially configured as a pressure valve. pressure control to lower pressure, to maintain pressure and to increase pressure. These units are joined by a brake line 16 with the respective brake cylinder 4, 6, 10, 12. Alternatively, brake assembly 1 could also be an electro-pneumatic brake assembly or an electronic braking system ( EBS) with pressure regulator modules as pressure control assembly.
    [0022] On the wheels of the two axles of the vehicle 2, 8, a wheel rotation sensor 18 is also coupled to control the behavior of the turning of the wheels. Brake assembly 1 is therefore configured for brake pressure modulation dependent on braking and/or drive slip. The brake assembly 1 is also provided with a brake value indicator 20 which here presents two pneumatic channels 22, 24, such as, for example, an electric potentiometer 26 to generate an electric signal, dependent on the activation of a brake pedal. 28 foot of brake value indicator 26, ie dependent on braking requirement.
    [0023] Through a line network 32, an electronic control device 30 of the braking assembly 1 is in connection with the arrangements of the pressure control valves 14 of the two shafts 2, 8. The two pneumatic channels 22, 24 of the Brake value indicator 20, in its construction form are commonly marketed two-circuit service brake valves. The pneumatic front channel 22 of the brake value indicator 20, on the power input side, is joined with a supply line 34, joined with a pressurized air reserve not shown here, and on the power output side, it is connected by a control line 36 with the pressure control valves 14 of the front axle 2. The pneumatic rear axle channel 24, through a supply line 38 is in connection with a pressurized air reserve also not shown and through a control line 40 is in connection with the pressure control valves 14 of the rear axle 8. With the pneumatic channels 22 and 24 of the brake value indicator 20 a front axle channel and an axle channel can therefore be controlled rear of the vehicle's pneumatic brake assembly 1 In the control line 40 of the rear axle channel, a pressure sensor 42 can also be integrated, which through an electrical signaling line 44 communicates an electrical pressure signal to the electronic control device 30, which also represents the demand for driver braking. However, this pressure sensor 42 is not necessarily additionally necessary to record the driver's brake requirement. On the contrary, the driver's brake wish can be registered by potentiometer 26 or by pressure sensor 42, or by another sensor. One can also imagine, for example, a sign representing the driver's brake requirement, which is driven on a vehicle CAN. However, it is also possible to redundantly register the driver's braking demand, as described in the example of execution here, through signals from potentiometer 26 and pressure sensor 42.
    [0024] The control apparatus 30 is so shaped that the distribution of the braking force takes place between the brakes 4, 6 of the front axle 2 and the brakes 10, 12 of the rear axle 8 in dependence on a differential speed (VVA - VHA) between the wheel speeds VVA of the front axle and the wheel speeds vHA of the wheels of the rear axle 8. For this purpose, the control device 30 receives signals from the wheel rotations of the front axle 2, as well as receiving signals from wheel speeds of the rear axle 8 always by the respective allocated wheel speed sensors 18 which via another network of lines 46 are connected with the control apparatus 30.
    [0025] In the electronic control apparatus 30, from the signals of the wheel rotation sensors 18, the differential speed (vVA - vHA) between the wheel speeds vVA of the wheels of the front axle 2 wheels and the wheel speeds will then be calculated vHA of the rear axle wheels 8. The electronic control apparatus 30 comprises implemented control routines which in the event of a transposition of a differential speed threshold value limit, by the differential speed (vVA - vHA), the braking pressure in the cylinders brake values 10, 12 of the rear axle 8. In this case, the electronic control device determines the threshold value of the differential speed depending on the braking demand determined respectively by the driver, which here, for example, is represented by the potentiometer signal 26 of the brake value indicator 20, ie by the pressure signal from the pressure sensor 42. Especially, the threshold value of the differential speed will be increased with increasing. te braking requirement. In case of a relatively low braking demand by the driver, a relatively small differential speed threshold value will therefore be set and, in case of a relatively large braking demand, a differential speed threshold value will be set. relatively large.
    [0026] Therefore, as an aid to the ABS 14 pressure control valves, the ALB function initially mentioned can be performed without requiring or using a charge valve. Additionally, the driver's braking requirement will be taken into account so that in the case of partial braking, with reduced to medium braking requirement, in an unladen state, relatively small differential speed threshold values will be predetermined, and, therefore, it may be made the adjustment and braking in a more sensitive way.
    [0027] The information on the driver's braking requirement, provided by the brake value indicator 20, that is, by its potentiometer 26 or by the pressure sensor 42 will therefore be necessary to recognize whether a pressure increase should be made braking pressure on the rear axle 8, although based on the differential speed (VVA - VHA) an increase in braking pressure on the rear axle 8 would actually be suppressed. This is especially important in the case where the brakes on the front axle fail and in braking, the differential speed (vVA - vHA) would therefore be relatively large. In the event of a high brake demand by the driver, which is communicated by a corresponding signal from the potentiometer 26 of the brake value indicator 20, i.e. from the pressure sensor 42, to the electronic control device 30, it will then be increased the differential speed threshold value to prevent the braking pressure from being prematurely limited in brakes 10, 12 of the rear axle 8.
    [0028] From the measured wheel speeds, the values of slip on the wheels of the front axle 2, that is, of the rear axle 8, can also be controlled, in relation to the displacement track and then, in the control device 30, it will be calculated , that is, a differential slip will be determined, that is, a threshold value of the differential slip. In this case, the threshold value of the differential slip will be determined depending on the registered driver's braking demand and will be increased especially with increasing braking demand. Reference Listing 1 Brake Assembly 2 Front Axle 4 Brake Cylinder 6 Brake Cylinder 8 Rear Axle 10 Brake Cylinder 12 Brake Cylinder 14 Pressure Control Valve 16 Brake Line 18 Wheel Speed Sensor 20 Value Indicator braking 22 Front axle channel 24 Rear axle channel 26 Potentiometer 28 Brake pedal 30 Control device 32 Line network 34 Supply line 36 Control line 38 Supply line 40 Control line 42 Pressure sensor 44 Signal line 46 Line network
    权利要求:
    Claims (5)
    [0001]
    1. Method for electronic regulation of the brake force distribution in dependence on a differential slip or differential speed between at least one front axle wheel (2) and at least one rear axle wheel (8) of a vehicle , in which, in the case of a transposition of a differential slip threshold value or a differential speed threshold value, through the differential slip or differential speed, the braking pressure on the rear axle characterized by the fact that the differential slip threshold value or the differential speed threshold value will be determined depending on the braking requirement.
    [0002]
    2. Method according to claim 1, characterized in that the differential slip threshold value or the differential speed threshold value are increased with increasing braking demand.
    [0003]
    3. Device for electronically regulating the distribution of braking force in dependence on a differential slip or differential speed between at least one front axle wheel (12), at least one rear axle (8) wheel of a vehicle, with a) a sensor (18) for measuring the rotations of the wheels of the front axle (2); b) a sensor (18) for measuring the rotations of the rear axle wheel (8); c) an electronic control apparatus (30) for calculating a differential slip or differential rotations between at least one front axle wheel (2) and at least one rear axle wheel (8), wherein; d) the electronic control device (30) is shaped in such a way that in the case of a transposition of a differential slip threshold value or a differential speed threshold value, through the differential slip or through the differential speed the brake pressure on the rear axle (8) will be limited, characterized in that e) a brake value indicator (20, 26, 42) is provided to generate a signal dependent on a brake demand, and f) the brake device electronic control (30) is also shaped in such a way that it determines the threshold value of the differential slip or the threshold value of the differential speed depending on the signal of the brake value indicator (20, 26, 42) which represents the requirement of braking.
    [0004]
    4. Device according to claim 3, characterized in that the electronic control device (30) is also shaped in such a way that it increases the threshold value of the differential slip or the threshold value of the differential speed with increasing demand for braking.
    [0005]
    5. Device according to claim 3 or 4, characterized in that the brake value indicator (20, 26, 42) generates an electrical signal for the control device (30), dependent on the activation of a brake pedal (28).
    类似技术:
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    KR102361739B1|2020-07-28|2022-02-14|주식회사 누모|Individual control method of electric motor of central control module device|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-02-11| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-09| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-04-20| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 30/10/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102011118130A|DE102011118130B4|2011-11-10|2011-11-10|Method and device for the electronic control of the brake force distribution as a function of differential slip|
    DE102011118130.3|2011-11-10|
    PCT/EP2012/071498|WO2013068281A2|2011-11-10|2012-10-30|Method and device for the electronic control of the brake force distribution according to the differential slip|
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